Train stop



W. E. HIGGINS AND G. S MANN.

TRAIN STOP.

APPLICATION HLED NOV. 19. I920.

Patented Aug. 1, 1922.

74/,zZZz'am E ligfiz' i Gauge 5. Mann,

INVENTOR ATTORN EY W. E. HIGGINS AND G. S. MANN.

TRAIN STOP.

APPLICATION FlL ED NOV I9, I920. 1,424,645. Patented Aug. 1, 1922.

5 SHEETS-sliEET 2.

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w. E. HIGGINS AND G. s. NANN.

TRAIN STOP.

APPLlCATlON FILED NOV-19' I920.

Patnted Aug. 1, 1922.

INVENTOR E. HIGGINS AND G. S. MANN.

TRAIN STOP.

APPLICATI DN FILED NOV. 19, I920- 1,424,645.

5 SHEETS-SHEET 4.

Patented Aug. 1, 1922.

@0356 5. Mann,

INVBGTOR W. E. HiGGlNS AND G. S. MANN.

TRAIN STOP.

APPLICATION mm NOV. 19, 1920.

1 424 4 5 Patented Aug. 1, '1922.

5 SSSSSSSSS E! 5- lfi. Gag/ye 5. Marn INVENTOR BY My 6M mm 4 the county of litockingham and State of UNETE PATENT FFiQSE.

WILLIAM E. HIGGINS AND ononcn s. Menu, on ronrsmourn, new mimrsmnn TRAIN s'ror.

Specification of Letters Patent.

Patented Aug. 1, 1922.

Application filcdllovember 19, 1920. semi No. 425,207.

To all whomit may concern Be it known t at we, Wrnnmzu E. H10- cms and Gnoncn S. MANN, citizens of the United States residing at Portsmouth in ew Hampshire, have invented new and useful Improvements in Train Stops, of which the following is a specification.

This invention relates to automatic train control devices and has tor an ob'eot the provision of means for automation. y cutie all the steam and. applying the air hr es of a train approaching a signal set against the train.

Another object is the rovision of an automatic train control device which is simple in construction, positive in operationaud which employs compressed air for operating the throttle valve and the air brakes, the compressed air being released to render the operating mechanism active through the instruincntality of electrically operated means whose circuit will be completed only when the signal is set against an approaching train.

With the above and other objects in view,

the invention further includes the following novel features and details of construction, to be hereinafter more fully described, illustrated in the accompanyin drawings and ointed out in the appends claims.

In the drawin Figure 1 is a ia ramniatic view showing a locomotive in side view with the invention applied thereto, the parts being in position to close the electric circuit for the operation of the invention Figure 2 is an-enlarged )lan view of a portion of a railway track 5 lowing the p0- sition of, the signal operated contact member and illustrating the pilot of an engine about to pass over said member.

Figure 3 is an enlarged fragmentary side elevation showing the mechanism for releasin and operating the throttle lever, parts being broken away to more clearly illustrate the operation of the invention.

Figure 4 is. a similar view showing the electrically operated trip'an'd its associated air valves.

Figure 5 is an elevation at right angles to Figure 4,

Figure 6 is an enlarged elevation of the si 'nal operated contact member. Y

"igure 7 is a section on the hue 7-7 of Figure 6.

' be equally wel Figure 8 is a detail front view of the bracket for the signal operated contact member.

F1%l.l19 9 is a. side view of the same.

Re err-mg to the drawings in detail, wherein like characters of reference denote correspondin parts, the invention which is desl ed to he used in connection with the usu block sipnal system, but which may adapted for use in connection with signals of other character, includes a track mechanism which is designated generally at 10. This mechanism compris'esa contact member which includes sections 11 and 12, pivotally connected together as shown at 13. This contact member is secured upon a rock shaft 14 which is mounted-in bearings 15 and 16 secured to a tie or other convenient member. The rock shaft 14 has also secured thereto a link 17 which connects the said rock shaft with an extension 18 of the operating rod of a block signal system. Thus, the contact member 12 which normally occupies a depressed position between the rails of the track, will be moved to an elevated position as shown in Figure 1 of thedrawings b the operation of the block signal when t e latter is set against an aproaching train. The contact member is esigned to engage a contact member carried by the train and in order to insure a positive on agement between these contact members, t e pivot 13 which connects the sections 11 and 12 of the first mentioned contact member is surrounded by a spring 19, which acts to resist the clownword movement of the free end of the connal operated contact member is provided with a copper wheel or roller 20 so as to insure free and positive electrical contact.

The si mi operated contact member has connects thereto a conductor 21, which forms a portion of an electric circuit which is designed tobe completed by the train, as will be hereinafter apparent.

Mounted beneath the pilot 22 of the engine is a contact member 23 which is preferably formed of a copper plate or strip. This plate or strip is set wit inn groove 24 which receives and acts as a guide to the wheel 20 of the signal operated contact member. Secured to the contact member 23 is a suitably insulated conductor wire 25 which extends rearward within the engine cab and is counected to a solenoid 26, a conductor 27 connectingthe solenoid with one .of the locomotive axles so that the current may be grounded through the rails and the circuit oom pleted to actuate the solenoid when the contact 23 engages the signal operated contact. Connected to one of the rails is a conductor G, which, with the conductor 21, leads to a suitable source of current. When the cir cuit is com leted and thesolenoid 26 energized, the utter which is of the hammer type and works against gravity will have its core or plunger 28 forced outward. Located in the path of this core or plunger is a trip 29 which is pivotally mounted as shown at 30 upon a bracket 31 secured within the cab. This bracket carries a pin 32 which is located in the path of the trip and acts to limit its movement in one direction.

The trip 29is provided with a shoulder 33 upon which restsa finger 34 which is carried an arm 35. This arm is secured upon a s aft 36: mounted in bearings 37 within the cab, three of these armsbeing lpreferably mounted uponthie shaft, althoug only one arm is provided with a fin or 34.

The arms 35 forms par of a mechanism for operating a number of air valves, the latter bein' three in number and being indicated at 39 and40. Each of these air valves has an arm 41 connected to its stem and these arms are connected with thearms 35 by means of a link 42 and aseach of the arms. 35 are secured to the shaft 36, the

, valves 38, 39, andjiO will be operated in unieon. Connected to one of the arms 35 is one end of a coiled spring 453, the opposite end of this spring being secured to any convenient place within thecab of the engine, such for example, as is illustrated at 44.

The action of the spring 43 is to elevate the arms 41 and open the air valves 38, 39 and 40, the first mentioned valve communicating with the air line to the train so that the brakes will be applied when this valve is opened, while the second mentioned valve communicates with the airline to the engine, andthe last mentioned valve 40 controls the air to the sander so that the rails will be sanded simultaneously with the application of the brakes. The valves 38, 39 and 40 are normally held in closed position by the en- Eagement of the finger 34: with the trip 29,

ut when the circuit is completed through the solenoid 26 and the finger released, the spring 43 will be free to open the valves. The valves may be manually closed after the o eration of the brakes by means of a hand ever 45, which in addition to closing the valves, brings the finger 34 into position for engagement with the trip so that the mechanism will be again in position for operation.

In addition to supplying air for the operation of the brake valves the valve 38 supplies air to a branch ipe 46. which communicates with a cylind r 47 in which operates a plunger 48. The rod 49 of this lung or extends outward and isconnect to a lever 50 which is ivotall monntedns shown at 51 upon the t 'ottle ever 52 which controls the steam supply of the locomotive. The lever 50 is adapted to engage a pin .53 which proiects over a dog 54, so that when air is en p led to the cylinder 47 the plunger 48 will e operated to depress the outer end of the lever 50 which will engage: the pin 53 so as to depress the dog 54 against the-action of a spring 55 and to release the dog from its engagement with 'teeth 56 of a segment 57 an permit the operation of the throttle lever to close the throttle valve.

In addition air its-supplied to ac linder 58 by a branch pipe 59.which exten from the pipe 46. Operating within the cylinder 58 isa plunger 61 whose rod 62-is connected to the throttle lever 52 as shown at 63, so that when air is admitted to the cylinder 58, the plunger 61 will be forced inward to operate the throttle leverand cutofl' the SLIP:- p y of steam. It ma be here stated, that in the operation of t e invention sir 'first reaches the cylinder 47, so that thedo 54 will be operated to release thethrottle Fever before the operation of the longer 61..

The dog 54 which holds t e throttle lever 52 in position-may be manually disengaged from the so out 67 by means of ahand lever (not s own) which is connected to a link 64, through the medium of tired 65. This link is pivotally mounted u .on the throttle lever as shown at 166 an has a pivotal connection 67' with the do 54.

Air may be suppliedto theve l'vesSS, 39 and 40 through a manifold 68 which is connected to a suitable source of air supply.

The invention" is susceptible of variouschanges in its form, proportions and minor details of construction and the rightis herein reserved to make such'changes as properly fall within the scope of the appended claims. v

Having described the invention what is claimed is:

1. The combination with a signal, of an automatic train sto mechanism including electrically control ed throttle operating and bralre operating mechanisms, of a larality of air controlling valves, incln a brake controlling valve and a throttle controlling valve, a rock shaft, 3 ring actuated means connecting the rock s aft with the valves for operating the latter to close the throttle and appl the brakes, a pivotally mounted electri y operated trip and a finger carried by the rock shaft and engaging the trip to hold the valves in closed position until the trip is operated.

2. The combination with a signal, of an automatic train stop mechanism comprising a plurality of air controlling valves, including a brake controlling valve and a throttle controlling valve, an arm extending from the stem of each of the valves, a rock shaft, links connecting the rock shaft with the arms of the valves, spring actuated means connected to the links for operating the valves to close the throttle and apply the brakes, means for holding the valves against operation and automatically operated means for releasing the valves to permit of their operation by the spring.

3, The combination with a signal, of an automatic train stop mechanism comprising a plurality of air controlling valves, including a brake controlling valve and a throttle controlling valve, an arm extendcally operated means engageable with the opposite end of the lever for actuating the latter to release the finger.

In testimony whereof we afiix our signatures.

WILLIAM E. HIGGINS. GEORGE S. MANN. 

